Draft spring-rigging for railroad-cars.



No. 709,36l. l Patented sept. ls', |902;

anw. SAMEN.

DHAFTSPRING HIGGINS FUR HAILHOD CARS. 1

(Application med Jan. 21. 1902.) (un Model.) 2 shew-sheet l.

Patentd sept. .16, |902.

E. w.' SAMEN. I DRAFT SPRING HIGGINS FURRAILRAD UR'S.

(Application mea Jan. n1, 1902.1

2 sheets-snaai 2.

` (N0 Model.)

y I UNITED STATES -PATENT EEICE.;y

EDWARD WM. SAMEN, OF LASALLE, ILLINOIS.

DRAFT SPRING-RIGGlNG FOR RAILROAD-CARS.

SPECIFICATION forming part of Letters Patent No. 709,361, dated September 16, 19102.

Application led January 2l.. 1902. Serial No. 90.685. (No model.)

` To ctZZ whom it may concern: i

Be it known that I, EDWARD WILLIAM SA- MEN, a citizen of the United States, residing at Lasalle, in the county of Lasalle and State of Illinois, have invented new and useful Improvementsin Draft Spring-Rigging for Railroad-Cars, of which the following is a speciiication.

Figure 1 is a longitudinal central section of a draft spring-rigging including my improvements in one simple and convenient adaptation thereof. Fig. 2 is a plan View of the same and showing like the preceding view a portion of the draw-bar of a car-coupling. Fig. 3 is an end View with the dead-wood and dead-wood plateand also said draw-bar removed. Fig. 4is a detail view of a cylinder. Fig. 5 is a plan View of a slightly-modified form of mount of spring-inclosing cylinders. Fig. 6 is a detail View of a different form of cylinder.

Like characters refer to like parts in all the figures.

The invention is not limited to the exact construction hereinafter described in detail, for many variations may be adopted within the scope of my claims.

Referring now more particularly to Figs.1

to at, inclusive, which show one form of theapparatus, the numeral 10 indicates the usual parallel draft-arms, between which the rigging is mounted, and said arms may be of timber or metal, as desired. Secured in suitable manner to the top and bottom of said draft-arms are liner-plates 11, they being arranged incoperating pairs, therespective plates of the pairs being situated one above the other. A Said liner-plates may be bolted or similarly secured in place, and they are shown as consisting of three pairs.

The intermediate and inner bottom linerplates sustain the vertical plates 13 and 14,and the upper ends of said plates bearing snugly against the corresponding upper liner-plates, and the latter are set into squared mortises in the draft-arms l0, or they may be otherwise mounted-for example, by fitting loosely between the draft-arms.

A pair of cylinders, as 15 and 1G, are mounted between the draft-arms 10, and they fit snugly between the top and bottom linerplates, and the ends of the same are sustained by the bottom liner-plates. These cylinders are of similar construction, so that interchangeability thereof is obtained, and they are provided at or near their forward ends and at the bottoms thereof with projections 17, adapted to abut against the adjacent linerplates.

It will be seen that the forward cylinder 15 abuts against the plates 13, while the rear cylinder 16 engages the plate 14. Said plates 13 and 14 are of metal, either wrought or cast, and are made thick enough as to withstand Without breaking the thrusts of springs contained within the respective cylinders, and their height is approximately the same as the outside vertical dimensions of the cylinders, While it will be seen that their length is greater than the outside horizontal dimension of said cylinders.

The cylinders are made, preferably, of wrought or cast metal and are open and square at both ends, and their internal diameter is somewhat greater than the external diameter of the draft-springs, hereinafter described, which they inclose, and it will be seen that Vthey are ci rcumferentially enlarged, as at 1S,

trally of the height of said cylinders and form ribs on the same, and the key of the draw-bar of the coupler is adapted to strike against the front or outer end of the thickened portions or ribs of the front cylinder 15,

IOO

so vas to withstand the thrust of said keyA The inner end of the draw-bar 20 is inclosed by the forward cylinder 15, and said draw-bar at a suitable place has its side walls longitudinally slotted to receive the usual horizontal key, which projects beyond the same and plays in slots in the draft-arms 10.

The draw bar 20 has on its upper side the stop 22, adapted to strike against the dead'- wood plate 23 to prevent the draft-spring from closing tight, while the key 21 by abutting against the thickened portions 19 also secures the same result.

The rear or inner end of the draw-bar 2O receives the push-pin or plunger 24, projecting rearwardly through a central hole or perforation in the back wall of the draw-bar and extending rearwardly therefrom and through an alined perforation in the plate 13, and its inner end bears against the concaved face of a piston 25. Said piston is shown as consisting of a disk movable longitudinally within the rear cylinder 16 and may be made of cast iron or steel. The rear side of said piston is plain or smooth, while the opposite concaved side receives and centers the thrust of the push-pin or plunger 24.

The push-pin or plunger may be made `of steel, and it has its forward end, which abuts against the key 21, enlarged, so as give it increased bearing area and -to prevent its slipping out of place.

The front cylinder is shown as housing two coiled springs, as 26 and 27, of substantially similar length,one beinginclosed by the other, and the opposite ends of which are adapted to engage the draw-bar and plate 13, respectively, and the push-pin or plunger 24 extends centrally through these springs. The rear Q cylinder contains similar springs, as 28 and 29, the ends of which engage the piston 25 and plate 14,respectively. While two springs are shown, one of them may be, if desired, omitted.

A stop 30, of round wrought or cast metal, fits loosely within the inner draft-spring 28 and engages the plate 14, and the forward end of this stop is adapted to be engaged by fastened to the struts 35, and the car bodybolster 36 is secured betweenthese shoes.

The operation of the rigging is as follows: In coupling, bufring, and` starting cars the 26 and 27 and 28 and 29, the key 21 against.`

the cylinders 15 and 16, and piston 25 against the stop 30. The plate 14 is held in place or backed up by the timber 31, the inner end of which bears against the shoe 33, which in turn bears against theopposite shoe 34 and struts 35 through the intermediate car bodybolster 36.

When a car equipped with the improved rigging is between others in a train, the shock of bufing is transmitted directly from coupler at one end of the car to the coupler at the opposite end with parts described with very little strain on bolts uniting the same, and in switching when said car is kicked violently against another ear or train the shock of bu lfing on the coupler in stopping the car is resisted and is distributed along the full length of the car by the bolts fastening the respective members. y

Referring now to Figs. 5 and 6, the cylinders 15' and 16' are dissimilar, they being unlike those previously set forth, not interchangeable. Said cylinders are disposed between the draft-arms 10 like the other ones,

and the rear one 16' is situated between the Y connection with the interchangeable cylin-l ders, arenot provided. The said cylinder 15', however, has its-sides thickened, as at 19', to receive the thrust of the key whichv enters the slots 19' in said cylinder at the .forward end thereof. The plates 40 and 41 at their forward ends abut lagainst the forward plate 13' and at their rear or inner ends engage the bolster 36', said `plates 40 and 41 having their inner ends reduced to fit-be-V tween the members of said bolster. The inner plate 14"- engages the ribs 42 on the inner surfaces of the plates 40 and 41, and the outer su rfaoes of said plates have tenons set in mortises in the draft-arms 10'.

Having described the invention, what I claim is- 1. In a draft-rigging for railroad-cars, a plurality of cylinders, springs in the cylinders, a draw-bar having a push-pin, means for preventing the withdrawal of said drawbar, a plate separating the cylinders, and the pin extending through a perforation in said plate, a piston cooperative with said pin, and afstop in the rear cylinder adapted to be engaged by said piston to limit the compression of the spring in said rear cylinder.

2. In a draft-rigging for railroad-cars, a plurality of cylinders, springs in the cylinders, a draw-bar having a push-pin, means for preventing the withdrawal of said drawbar, a plate separating the cylinders, and the pin extending through a perforation in said IOO IIO

plate, Ia piston having a concaved face to receive and center the inner end of said pushpin, and a stop in the cylinder adapted to be engaged by said piston to limit the compression of the spring in said rear cylinder.

3. In a draft-rigging for railroad-cars, a

`plurality of cylinders, springs in the cylinders, a draw-bar having a push-pin, means for preventing the withdrawalof said drawbar, a plate separating the cylinders, and the pin extending through a perforation in said plate, a piston cooperative with said pin, and a stop inclosed by the spring of the rear cylinder and adapted to be engaged by said piston. t

4. In a draft-rigging for railroad-cars, a plurality of cylinders, springs in the cylinders, a draw-bar having a push-pin projecting through a perforation in the rear wall of said draw-bar, a key carried by the draw-bar adapted to be engaged by the outer end of the push-pin, means for preventing Ithe withd rawal of said key, a plate separating the cylinders and said push-pin extending through said plate, a piston-cooperative with said l pin, and a stop in the rear cylinder adapted to be engaged by said piston.

5. In a draft-rigging'forrailroad-cars, a`

plurality of cylinders, springs in the cylinders, a draw-bar having atransverse key, means for preventing the withd rawal of said key, a push-piu provided with an enlarged head adapted to abut against said key and said push-pin projectingthrough a perforation in the rear wall of the draw-bar, a plate sepa- -rating the cylinders, and the pin exending t through a perforation in said plate, a piston separated from `andadapted to be engaged y by said pin, and a stop in the rear cylinder adapted to be engaged by said piston.

6. Afdraft-riggingfor railroad-cars, in-

l cluding a cylinder having a backing, a coiled springin said cylinder, a stop inclosed by `the coiled spring and adapted to engage said backing, a draw-bar, means for preventing the withdrawal of "said draw-bar, a disk adapted to engage said spring, anda push- 8. A draft-rigging for railroad-cars, in-` cluding a series of circumferential enlargements extending lengthwise of the same, said Aenlargements forming elongated grooves to thereby accommodate a draw-bar, and said cylinder being thickened at diametrically opposite places.

9. A draft-rigging for railroad-cars., including a series of circumferential enlargements extending lengthwise of the same, said enlargements forming elongated grooves to thereby1 accommodate a draw-bar, and said cylinder being thickened at diametrically opposite places, and having a projection upon its under side.

10. ln a draft-rigging for railroad-cars, draft-arms, liner-plates secured to the upper and lower sides of the draft-arms, cylinders separated by the lower liner-plates, vertical plates, one of which separates the cylinders and the other of which serves t0 close the rear end of the rear cylinder, springs in said cylinders, a draw-bar having a push-pin extending through a perforation in the forward plate, a piston cooperative With the push-pin a stop in the rear cylinder adapted to be engaged by said piston, a timber between the draft-arms, a car body-bolster, a shoe secured to said bolster and abutting said timber and struts having a similar shoe also abutting against said bolster.

ln testimony whereof I have hereunto set my hand in presence of two subscribing Witnesses.

EDWARD WM. SAMEN. VVitnesses:

HENRY C. NcnoL, JOHN H. DIGGLE. 

